Railway signaling apparatus



- (No Model.) 1

. H. D. WINTON.

RAILWAY SIGNALING. APPARATUS.

g Patented May 6, 189

"s, i Sum/Wm /F% w -Ji 7 3 UNITED STATES PATENT UEEIcE.

MESNE ASSIGNMENTS, TO THE HALL SIGNAL COMPANY,

MAINE.

OF PORTLAND,

RAILWAY SIGNALING APPARATUS SPECIFICATION forming part of Letters PatentNo. 427,387, dated. May 6, 1890.

Application filed June 11, 1889. Serial No.3l3,943. (No model.)

T0 (1, whom it may concern.-

Be it known that I, HENRY D. VVINTON, of Wellesley, in the county ofNorfolk and State of Massachusetts, a citizen of the United States, haveinvented a new and useful Improvement in Automatic Electric RailwaySignaling Apparatus, of which the following is a full, clear, and exactdescription, referen ce being had to the accompanying drawing, forming apart of this specification, in explaining the nature of the invention,in which the figure is in the nature of a diagram representing therelation which its various parts bear to each other.

My invention relates to that system of antomatic electric railwaysignaling apparatus which consists in dividing the whole or a portion ofthe length of a line of railway into signal-sections of any required orconvenient length, (which length corresponds to the minimum interval ofspace which it is desired to preserve between diiferent trains movingupon the same track,) and in guarding each of said sections by a signalplaced at or near the entrance of such section, which signal is actuatedor controlled by electro-magnets included .in electric circuitseXt-endin g the entire length of the signal-sections to which itappertains, said electro-magnets being in turn controlled through theelectric circuit by a movable circuit-closer attached to the train. Bythis means the passage of a train over each successive signal sectioncauses a danger-signal to be exhibited at the entrance of such sectionfrom the time that the train enters it at one end until it leaves it atthe opposite end, when the danger-signal is withdrawn or discontinued,leaving the way clear for the next succeeding train.

It has been found in practice that it is frequently desirable andnecessary to continue a given danger-sign al in action after the trainwhich sets it in action has passed off from the section which the signalis designed to guard and until such train has passed over the nextsection in advance, or a certain portion thereof, by which an additionalsecurity is provided, especially upon dangerous portions of the road,such as sharp curves or descending grades. This result has been ac- 5ocoinplished by a combination of electric circuits and apparatus in whichthe several circuits appertaining to the different signal-sections,instead of being entirely independent of each other, as in theordinaryarrangement, are made to act to a certain extent depend ently,so that while each signal is, as heretofore, under the direct control ofa train which i is traversing the section appertaining there to, it isalso under the indirect control of the same train through the agency ofthe next igual-circuit in the series during the time in which the saidtrain is traversing a certain portion of the next signal-section. It hasbeen found in practice, however, that this arrangement of electriccircuits and apparatus, is defective from the fact that by thederangement of certain parts of the apparatus as well as by the crossingof the wires connected therewith, false safety-signals as are shown.

My invention consists of an improved organization of circuits andapparatus whereby the same result maybe obtained in a more reliable andefficient manner, each signal-sec- 7 5 tion being independent of eachother and in no manner dependent upon the proper working of thepreceding or succeeding signal.

The accompanying drawing is a diagram illustrating the application of myinvention to a double-track railway, showing two completesignal-sections on each track with their accompanying electric circuitsand apparatus and one complete signal-section on each track,

they being the terminal signal-sections with reference to the directionin which the trains move, as indicated by the arrows, which is theinvention for which WVilliam Robinson, of Brooklyn, New York, wasgranted United States Letters Patent No. 130,661 August 20, 1872.

A A A A A A represent the series of signal-sections on one track, and AA A A A A represent the series of signal-sections on the opposite track.signal-section, in the direction in which the trains move, is placed asignal, as seen at S S S S S S The particular construction of At theentrance of each 5 I these signals is immaterial, as they may be of anyof the well-known forms which are employed for such purposes, the onlyessential thingbeing that they shall be so controlled by theirelectro-magncts as to exhibit a safety-signal whenever the said magnetsare in their magnetic condition and a danger-signal whenever they aredemagnetized. Signals S S S S are represented. as being in a positionshowing danger, and signals S are represented as being in a positionshowing safety. The opposite lines of rails of the signal-section A Aare insulated from those of the adjacent section in each direction bymeans of suitable insulated splices do and a a, the construction andarrangement of which are well understood and need no detaileddescription in this place.

a a a a a a a a a a a a" represent the corresponding insulated splicesof the signalsections A A A A A A A A A At the left-hand or forward endof the sig nal-section A A is placed a battery E, the opposite poles ofwhich are connected by conductors 1 and 2 with the respective lines ofrails 3 and 4, while at the other or rear end of the section theterminals 5 and (3 of the electro-magnet m are connected with therespective lines of rails in a similar manner. Each line of rails isconnected together at the oints, so as to form a continuous electricconductor extending from one end to the other of each section.

E E E E represent the corresponding batteries of the signal-sections A AA A A A A A A A arranged in the same manner.

B is a voltaic battery of sufficient power to actuate or control thesignal S by means of the eleetro-magnet 8. One pole of this batteryforexample, the negative pole-is connected by wire 37 with acircuit-breaker 71,, which is kept closed so long as the magnet m is ina magnetic condition. From the circuitbreaker h a wire 38 leads to oneterminal of the electro-magnet r. The other terminal of this magnet isconnected by wire 39 with a circuit-breaker 0, which is kept closed solong as the magnet r is in a magnetic condition. From thecircuit-breaker 0 a wire 40 leads to one terminal of the electro-magnets of the signal S. The other terminal of this magnet is connected bywire 41 with the other pole of the battery B.

lVhen both the electro-magnets m and r are in a magnetic condition, thesignal S is maintained in a position indicating safety by theelectro-magnet s.

Electro-magnet m is maintained in a magnetic condition so long as thereis no train on signal-section A A. The opening of circuit-breaker hinterrupts the circuit from battery B, wire 37, circuit-breaker 7L, wire38, electro-magnet 0", wire 39, circuit-breaker 0, wire 40, electro-magnet s, and wi re 4]. to battery B, and signal S, which has beenmaintained in a position indicating safety will assume a positionindicating danger. The closing of circuit-breaker h by the train passingout of signal-section A A into signal-section A A will not restore thesignal-circuit and allow the signal to assume a position indicatingsafety from the fact that this circuit is open through circuit-breakero. The closing of circuit-breaker o is effected by the train after ithas passed a determinate distance into signal-seetion A A.

T is a track-circuit closer located at the point in signal-section A Awhere it is desired that a train passing through said section shallcause signal S to be restored from the position indicating danger to theposition indicating safety. The particular me chanical construction ofthis trackcircuit closer is immaterial, as it may be of any of thewell-known forms employed for such purposes, the desired result beingthat the passing of a train over track circuit-closer T shall connectwire 42 with wire 13.

One pole of battery B is connected by wire 37 with cireuit-breaker h.From the circuitbreaker h a wire 38 leads to one terminal of theeleetro-magnet r. The other terminal of this magnet is connected by wire39 with wire 42. This wire extends to the circuit-closer t oftrack-circuit closer T. From the circuitcloser i a wire 43 leads to andis connected with wire 11, which leads to the other pole of the batteryB.

The arrangement of the electric circuits and apparatus ofsignal-sections A A, A A and A A are the same'as for signal-section A A.Signal-sections A A andA A are the terminal signal-sections of thetracks upon which they are respectively located, and consequently differfrom signal-sections A A A A A A A A in that the signals S and S assumea position indicating safety as soon as trains have passed off oftherespective signal-sections A A and A A The arrangement of theelectric circuits and apparatus of signal-sections A A and A A have beendescribed by Villiam Robinson, of Brooklyn, New York, for which he wasgranted United States Letters PatentNo. 130,661 August 20, 187 2.

The manner in which the signals are successively actuated by a movingtrain is as follows: Referring to the drawing, let it be assumed that atrain has entered upon the signal-section A A and occupies the positionindicated by the wheels and axles R. The wheels and axles of the trainconstitute amovable circuit-closer which has practically no electricresistance and which forms a connection between the two opposite linesof rails of the track. As the train entered signal-section A A in thedirection from left to right, as indicated by the arrow, the current ofthe battery E" was diverted from the electro-magnet m and passed acrossfrom the rail 21 to the rail 22 through the wheels and axles R. Theelectro-magnet m was demagnetized, breaking the circuit of theelectro-magnet W. The signalS was exhibited at danger,a11d its circuitfrom battery B wire 57, circuit-breaker 7L3, wire 58, electro-magnet rwire 59, circuitbreaker 0 wire (50, electro-magnet s and wire 61 tobattery 13 was broken at circuit-breakers h and 0 As the train enteredsignal-section A A the current of the battery E was diverted from theelectro-magnet m and the opening of circuit-breaker h broke the circuitof electro-magnet T The signal S- was exhibited at danger, and itscircuit from battery B wire 64, circuit-breaker h, wire 65,electromagnet r wire 66, circuit-breakero wire 67, electro-magnet s",and wire 68 to battery 13 was broken at circuit-breaker h" and 0 Afterthe rear of the train had passed out of signal-section A A and intosignalsection A A circuitbreaker 72 was closed by the re-est-ablishm entof the circuit from battery E wire 19, line of rails 21,wire 23,electro-magnet m wire 24, line of rails 22, wire 20 to battery Signal Showever, remains in a position indicating danger from the fact that itscircuit is still open at circuit-breaker o lVhen the train shall havereached the point in signalsection A A where it is desired that signal Sshall be restored from danger to safety, the train by its movementcloses spring t of track-instrument T and a circuitis completed frombattery 13 wire 57, circuitbreaker 7L3, wire 58, electro-magnet r wire62, spring 25 wire 63, and Wire 01, to battery B Electro-lnagnet r isenergized, which closes circuit-breaker o Circuit-breakers 7L3 and 0being now both closed, the signal S" will assume the position indicatingsafety. By a repetition of the above-described operation when the trainshall have reached track-instrument T and operated it signal S willassume a position indicating safety, electro-magnet on will resume itsmagnetic condition when the train has passed out of signal-section A Aand electro-magnet T will resume its magnetic condition after the trainhas operated track-instrument T Having thus fully described myinvention, I claim and desire to secure by Letters Patent of the UnitedStates 1. The combination, in an automatic electric signaling apparatus,of two rail-sections of any desired length insulated from each other, abattery E, connected with both-rails of the first section, a circuitextending from the rails of both sections to a relay-magnet, a movablesignal controlled by an electromagnet, a second battery, one pole ofwhich is connected with the circuit-closer of the first relay-magnet andthe other pole of which is connected with the signal-operating magnet, asecond relay-magnet, one terminal of which is connected with thecircuit-closer of the first relay-circuit closer, the other terminal ofwhich is connected through its circuit-closer with the other terminal ofthe signal-magnet, and an auxiliary circuit extending to a point net,all substantially as and for the purposes described.

2. The combination, in an automatic electric railway signalingapparatus, of two railsections insulated from each other, a signalin gapparatus held in position normally by a charged electro-magnetconnected w1th a battery and with the first rail-section through twoelect-ro-magnet relays charged when the signal is in a normal positionand upon the entrance of a train to the first section automaticallydevitalized, whereby their circuitclosers are opened, a second circuitconnectin g said relay-magnets, as specified, w1th a Cll'Clllilcloserwithin the limits of the second railsection, which circuit-closer isautomatically operated by the train, and which circuit is connected withthe magnets, as specified, whereby upon the entrance of a train upon'the first circuit the signal is caused to be set and is entirely outout from the signal-controlling circuit, and so continues unt l thetrain has passed the track-instrument 1n the second section,substantially as described.

3. The combination of the two rail-sections, a signaling apparatus, itsoperating electromagnet, one terminal of which is connected with thefirst rail-section by a circuit including a battery, twoelectro-magnets, and their circuit-closers, the said first magnetcontrolling the second magnet in the setting of the instrument by thetrain entering the said first section, and the said second magnetconnected with the said battery by means of a circuit extending into thesecond rail-section and a circuit-closer, whereby, after the sett ng ofthe instrument, the circuit-closer of the second magnet cannot bereturned to complete the circuit between the rails of the first sectionand the signaling apparatus until the train shall have passed thecircuit-closer and restored the circuit-closer of the second magnet toits original position, substantially as described. V

4. An automatic overlapping electric railway signaling apparatuscomprising any number of rail-sections of any desired length insulatedfrom each other, a primary battery connected with the rails of eachrail-section at the end of each section, the ends of the rails at thebeginning at each section being connected wit-l1 a governingrelay-magnet, a slgnal for each section and its operating electromagnet,a second battery in the circuit between the first relay and the signalmagnet, a second relay-magnet connected with the circuit-closer of thefirst relay-magnet and having its circuit-closer included in the directsignal-circuit,whereby upon the entrance of a train upon a section thecircuit closers of both. 'relaymagnets are simultaneously opened and thesignal changed in position, and

a secondary circuit connected with the second battery and with thesecond relay-magnet, extending beyond its section to any part of afollowing section or sections, and having a circuit-closer placedcontiguous to the track and adapted to be operated by the passage of thetrain and to establish a circuit from the second battery, whereby thecircuit-closer of the second relay-magnet is closed and thesignal-circuit then completed and the signal 10 caused to resume itsnormal position, substantially as described.

HENRY D. W'INTON. Vitnesses:

F. F. RAYMOND, 2d, J. M. DOLAN.

